Fuel control



5, M. E. CHANDLER FUEL CONTROL Filed Nov. 17', 1924 3 Sheets-Sheet 1 #4, W7 fwfz.

April 5, 1927. M a CHANDLER 2 ,1 6

\FUEL CONTROL Filed Nov. 1' 1924 3 Sheets-Sheet 2 Milim Z2 664170764 *4 K W mm By Aviva 1927' M. E. CHANDLER FUEL CONTROL Filed Nov. 17,- 1924 3 Sheets-Sheet 5 Qfivanzb'fi 0 1116723. Clzarldier tllfffi a ss as 40-7- /L' J/M M w Patented Apr. 5.1927- UNITED STATES sermon n. 'omnnnnn, or onxcneo, rumors, nssmnon To some moron 122- 1,623,166 PATENT errce.

'VIC ES 00., O1 CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

rum. common.

My invention relates to internal combustion engines, and more specifically to an advantageous correlation of the different means for control of fuel supply.

Practically all internal combustion engines are provided 'with a choke valve or itsequivalents, for largely increasing the richness-of the mixture to facilitate starting and running while the engine is cold. Many of them are also provided with means for heating all or partof the mixture after it has been.

formed by the carburetor, and with means for varying the heating action. In an engine equipped both with a hot spot and means for shutting it on and ofl', and with a choke valve, the hot spot should always be turned down Whenever the choke valve is emplo ed, and vice versa, the choke valve A on vfew'oit the it exhaust msniioids of an internal com engine, incinding the carburetor end controls occorcn o to the invention;

r. .4 nerds ellevetion 0 on end view or the semi o oietnil section on s view oil the controi on the hose;

rig. a side devotion of e modified transmiwion l on end elevation of the same oarts; snci M 8 is on enlarged face view oi the Geneva gears.

in the embodiment of the invention selected rmillnstrotion, the engine may he provided with e carburetor and inlet end or manifolds of the usual or any pro i erred construction. In the drawings the exhaust manifold 10 is offset at over the inlet manifold 14, the offset portion having a square cross section,- and overlying-the T of the inlet manifold. .Housing 16 may or not be formed integral with the inlet inanifold. I have illustrated the integral construction. A butterfly valve 18 is positioned in the middleof offset 12 directly over houshug-16. In the position shown in Fig. 2, all tl e exhaust gases from the cylinders to the right of valve 18 have to pa s down out of 0 set 12 into casing 16, around the T of the inlet manifold and up again on the other side of valve 18. This provides a very strong heat application at the point where it is most efiicient. When valve 18 is rotated through 90 degrees from the position shown in Figure 2, it will lie in contact with hip 20 and shoulder 22. completely closing the opening in the exhaust manifold. and oncetively isolating casing 16 and the inlet menit'oid from hot exhaust gases.

To increase ".e effectiveness of the con- 1 I i 7 wire 18, i provide an uninsuioting gasket at 24 hetvveen exhaust nioniioid, to minineat by conduction through no 31161 is shown in spring heid in 23. vnive i) 1;. n'ttoched to y pressing; it

i. "ting on rotate centre;

valve isa gmentni slot at lLeQOSfi Li i i severed seas. l see Fig e .1, men which. pin e26 fixed in shaft i-t) may play; on overhanging car 48 integroi or carried by member 42, engaging the side oi? a transmission arm 50 also ioose on short it). hit 52 connects owns 50 and 36in actuate the choke valve. It will; he apparent that rotation of bevel 42 clockwise, n in viii act on pin 46 otate ,nrn oft the hot tion in opporougn ear &8. orrn to close the choker "overnent need remote pro jecting end 54 of arm 36 andthe other side of lug 38. i

I have illustrated a suitable transmission for moving bevel 42 in either direction, comprising a rod 56 journaled at 58 in a suitable supporting bracket, and carrying a bevel 6O meshing with bevel 42. The other end of rod 56 passes through the dash 62 and carries an operating handle 64 provided with a pointer 66.

For the convenience of the operator, I may provide suitable indicia on the face plate 68, such indicia in the illustrated embodiment comprising the word cold at the center of the range of movement of pointer 66, where the choke is wide open and the hot spot also. Counterclockwise movement of handle 64 will gradually increase the richness of the mixture by closing the choke valve, and clockwise movement of the same lever will decrease theheating action of the hot-spot 'as the engine heats up. It may be desirable to calibrate the right hand side of the dial in terms of the temperature of the outside air, for the guidance of inexperienced persons in using the proper amount of heating for the conditions under which the car is operating.

As stated above, the conditions of proper engine operation are that the choke valveshould never be used unless the hot spot is turned on full, and conversely, the choke should be left wide open whenever the hot spot is turned off. Itwill be seen that the operator can do anything he pleases with either of the choke valve or the hot spot,

- but that it is impossible not to leave the other control means in proper condition while such adjustment is made.

In Figures 6, 7 and 8, I have illustrated a mechanical transmission which eliminates the use of springs. Bevel 42 as before transmits rotation from handle 64 to the central pinion 72 of a double'Geneva gear comprising d'u'plicate gears 74 and 76 arranged in opposite senses. Gear 74 is on the pintle for valve 18, and gear 76 is on a stub shaft 7 8 carryingan arm 80 to which link 52 may be connected.

Pinion 72 has teeth at 82 for a small portion of its periphery only, the remainder of the pinion being smooth and of large enough diameter to 'seat in the cut in sockets 84 on the gears. Each gear is provided with out in sockets spaced apart 90 degrees with teeth 86 between the same. It will be seen that neither springs nor stops are necessary for either valve 18 or valve 28, and that during the range of movement for valve 18,

valve 28 is always held in proper position by the smooth portion of pinion 72 engaging in the proper socket.

Without further elaboration, the foregoing will so fully explain the gist of my invention, that others may, by applying current knowledge, readily adapt the same for use under various conditions of service, withput eliminating certain features which may properly be said to constitute the essential items of novelty involved, which items are intended to ,be defined and secured to me by the following claims.

I claim:

1. In a control system for internal combustion engines, in combination, a hot spot, a controlling valve for the same, a choke valve, and interconnection between said valves operable to move the hot spot valve to connect the hot spot for service before moving the choke valve to closed position and for moving the choke valve to open position before moving the hot spot controlling valve to disconnect the hot spot.

2. In a control system for internal combustion engines, in combination, a hot spot, a valve for the same, a choke valve, a mechanical control element movable in one direction to close the hot spot valve and in the other direction to close the choke valve, and

means for reopening either valve before the 90 other is closed.

3. In a control system for internal combustion engines, in combination, a hot spot, a valve for the sa1ne, a choke valve, a mechanical control element movable in one direction to close the hot spot valve and in the other direction to close the choke valve, and. means for automatically reopening, ,either valve before the beginning of closure movement of the other valve.

In a control system for internal combustion engines,'the combination of a hot spot, a valve therefor, a choke valve, a control element, a connection between said control element and said hot spot valve adapted 1 5 to positively close said valve when said control element is moved in one direction, a connection between said choke valve and said control element adapted to positively close said choke valve when said control element 110 is moved in the opposite direction, and means for each valve for causing re-opening movement thereof prior to the positive closure movement of the other valve.

In witness whereof, I hereunto subscribe H by name this 13 day of November, 1924:.

MILTON E. CHANDLER. 

